Automatic safety-stop for locomotives.



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AUTOMATIC SAFETY STOP FOR LOCOMOTIVES.

' APPLICATION FILED NOV. 11, 912.

1,088,013; I Patented Feb. 24, 1914.

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0. DEVOS.' AUTOMATIC SAFETY STOP FOR LOCOMOTIVES.

APPLICATION NOV.11, 1912.

1,088,01 3 Patented Feb; 24, 1914.

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[illness or accidental To all whom it may concern:

UNITED STATES, PATENT OFFICE.

CHARLES DEVOS OF ST. LOUIS, MISSOURI.

. "AUTOMATIC sAFErYsToP FOR LOCOMOTIVES.

Lessors.

Be it known that I, CHARLES Dnvos, acitizenof the United States, and,resident of St. Louis, Missouri, have invented certain new and usefulImprovements in Automatic Safety-Stops for Locomotiv es, of which theollowing is a specification containing a full, clear,- and exactdescription, reference being had to the accompanying drawings, fogming'10 21. art hereof.

y invention relates to an automatic .The object of my, invention is toprovide an improved automatic motives which, by automatically. closingthe throttle valve and applying the air brakes, shall avoid collisions,derailments and other accidents heretofore caused by the suddenincapacitation of the safety stop for locoengineer.

In the drawings: Figure 1 is a sectional side elevation of a portion ofa railway track having a portion of a locomotive mounted thereon, andshowing my invention applied to the said locomotive and Fig. 2 is asectional plan view of a locomotive throttlelever; Fig. 3 is a deailsectional side elevation of same, the section being taken on the line3-3 of Fig. 2; Fig. 4: is a sectional end elevation of the parts of therailway track and locomotive shown in Fig.

1; and Fig. 5 is a sectional plan view of a 1 portion of the track.

The numeral 1 indicates the usual rails of the railway track, 2 the tiesthereof and 3 the locomotive mounted thereon.

It is obvious that the term locomotive embraces all known forms oflocomotives or motor cars, whether propelled by steam,

- electricity or other motive power.

Mounted between two of the ties 2 and embedded in the ballast 4 is atrough-shaped frame 5 which is substantially U-sha'ped in cross section,the opposite sides of same at their upper free edges being provided withintegral perforated ears 6, by means of which the said frame 5 issecured to the ties 2 by means of suitable spikes or bolts 7; Pivotallymounted within the said frame 5 upon pins or bolts 8 are the lower endsof two parallel bars 9 pivotally connected at eir upper ends by ahorizontal stop-bar 10.

he numeral 11 indicates spacing-device's Specification of LettersPatent. Application filed November 11, 1912.

to the said track;

' lever 19, by

Patented Feb. 24, 1914. Serial No. 730,780.

mounted upon the bolts 8 in order to locate the said bars 9 centrally ofthe said frame.

The numeral 12 indicates one of the well known semaphore poles or postscarrying at its upper portion the usual semaphore 13, which is operatedin the well known manner by means of a suitable operating-shaft 11 whichextends to tower (not shown). Pivotally mounted upon the bracket 15,near the base of said pole 12, is a bell-crank lever 1G,the horizontalarm of which is connected by means of a rod 17 to the saidsemaphore 13,the vertical arm of said bell-crank lever 16 being connected'by means ofa horizontal rod 18 to one of the bars 9 carrying said stop-bar 10. Thesaid stop-bar 10 is adapted to be thrown laterally of the railway trackand also down-- wardly out of the path of locomotives and cars,whenever, a clear position, .and to be elevated in the position shown,whenever the said sema phore is thrown to a stop or danger position.

Referring now to the operating devices carried by the locomotive (seeFigs. 1 and l) the numeral 19 indicates the usual throttlevalve leverprovided with the usual locking lever 20.

The numeral 21 indicates a bell-crank lever mounted upon the lower endof abracket22 depending from the roof of the a switch-stand 'ors\vitchsaid semaphore is thrown to I locomotive .cab. The vertical armof said bell-crank lever 21 is connected by means of a cord or chain 23with the said thrott-lethe free end same time around the saidlocking-lever 20. Connected to the horizontal arm of said bellcranklever 21 by a vertical rod 25 is a hook 27, preferably made of metalwhich will permit said hook to give or straighten out whenever anyconsiderable strain is imposed upon it. Said hook 27 normally depends inFig. 1, so that it will come in contact with and run beneath the saidstop-bar 10,

whenever, said bar is in elevated position.

The numeral 28 indicates the usual engineers valve for controlling theair brakes.

said cord being wrapped about of said throttle-lever and at thefrom'thelocomotive in the position shown The numeral 29 indicates the extratraini which is pivotally connected to the said verpipe; exhaust-valve,the control lever 30 of The operation isa s follows: With the parts inthe position in which they are shown, my improved automatic safety stopfor locomotives will automatically close the throttle and apply the airbrakes, and thereby avoid a collision, derailment or other accidentshould the engineer become suddenly ill or be accidentally incapacitatedin any other manner. The stop-bar whenever the semaphore 13 is set tostop or danger as shown, will be held in the position in which it D :isshown and will be struck by the hook 27,

" still. Whenever the track is clear, of course,

the semaphore is down, thereby also depressing the stop-bar 10 out ofthe path of the hook 27 carried by the locomotive. The said hook 27,being made of metal which will give, as' before' stated, will of coursebe straightened out by the limited movement of the locomotive after theabove described stop-movements have taken place. In other words, thesaid hook 27 is flexible.

1'. The improved automatic safety-stop for locomotives, comprising thecombination with a railway track and a locomotive, of a horizontalstop-bar pivotally mounted on said railway track to be swung laterallyand elevated and depressed, a flexible metallic hook on the locomotivenormally depending automatically closed and the air brakes automaticallyapplied, whenever said flexible hook is brought in contact with saidstop-bar.

2. The improved automatic safety-stop for locomotives, comprising thecombination with a railway-track and a locomotive of a horizontalstop-bar pivotally mounted on said railway track to be swung laterallyand adapted to be elevated and depressed, a metallic flexible hook onthe locomotive dc pending in the path of said stop-bar to run beneaththe same When the latter is inan elevated position, a suitableconnection be tween said flexible hook and the throttlevalve, and aconnection between said hook and the train-pipe of the air brake system,whereby the throttle valve will be automatically. closed and the airbrakes automatically applied, whenever said hook is brought in contactwith said stop-bar, a signal post, a semaphore, and suitable connectionsbetween said semaphore and said stop-bar, whereby when the saidsemaphore is operated the said stop-bar will also be operated andelevated into or depressed out of the path of the said flexible hookcarried by the locomotive.

In testimony whereof, I have signed my name to this specification, inpresence of two subscribing witnesses.

CHARLES DEVOS.

Witnesses:

E. L. WALLACE, JOHN C. HIGDON.

